High Speed Bogie - Mutual Development JR EAST - DBAG
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Railway Stations Adapting to Future Society Railway Stations Adapting to Future Society
Railway Stations ADAPTING TO FUTURE SOCIETY Railway Stations ADAPTING TO FUTURE SOCIETY CONTENTS 3 FOREWORD BY UIC DIRECTOR-GENERAL 5 UIC STATION MANAGERS GLOBAL GROUP 7 HISTORY OF STATIONS: EVOLUTION OF THE CONCEPT 03 MODEL OF STATION CONCEPT 11 OPERATION faCELIFT: MAJOR PROJECTS STATION RENOvaTION POLICIES, TRENDS AND CHALLENGES 60 A QUICK LOOK AT SOME STATIONS AROUND THE WORLD... 70 BIBLIOGRAPHY Railway Stations ADAPTING TO FUTURE SOCIETY FOREWORD BY UIC DIRECTOR-GENERAL JEAN-PIERRE LOUBINOUX tations emerged alongside railways, as the Stations have gradually become organised, transfor- In the visual representations you will see the chan- staging-posts of this new industrial era. med and developed to host all those passing through ging relationships between station stakeholders. They increased in number as railways deve- – whether travellers or not – and to offer board, lod- As well as a depiction of how the concept of a “sta- loped into networks that, in turn, could only ging, or other everyday services. And since we must tion” has changed over time and the interaction Sdevelop alongside stations. From the outset, stations always go via somewhere in order to go anywhere, between stations and their urban environment, two 3 have been essential to the departure, the passage stations have become an interface between all the slides explain complex phenomena which vary ac- and the arrival of trains, and to the ebb and flow of various modes of mobility – trains, metro, buses, cars cording to the context and reality of each country all the travellers they carry. A railway network can and bicycles. They have thus become mediators and and even each station, all focusing on a complex web be seen as lines irrigating a geographical area in the organisers of daily mobility. -
Opening of Tohoku Shinkansen Extension to Shin Aomori and Development of New Faster Carriages—Overview of Series E5/E6 Shinichiro Tajima
Expansion of High-Speed Rail Services Opening of Tohoku Shinkansen Extension to Shin Aomori and Development of New Faster Carriages—Overview of Series E5/E6 Shinichiro Tajima Introduction FASTECH 360 Z were started in June 2010. These carriages will be coupled with Series E5 carriages in commercial In preparation for the December 2010 opening of the Tohoku operation to run at 320 km/h. Shinkansen extension to Shin Aomori, JR East worked steadily from 2002 on technologies to increase speed, Path to Speed Increase finally settling on a commercial operating speed of 320 km/h after various considerations, including running tests using The Tohoku Shinkansen started operation in 1982 at a the FASTECH 360 test train. Furthermore, Series E5 pre- maximum speed of 210 km/h. Today, the commercial production models were built to determine the specifications operation speed is 275 km/h but 20 years have passed since of carriages used for commercial operations; running tests the first 275 km/h operation with Series 200 carriages on the confirmed the final specifications ahead of introduction of the Joetsu Shinkansen in 1990. Full-scale operation at 275 km/h Series E5 in spring 2011. Moreover, Series E6 pre-production started with the introduction of the E3 and E2 at the opening models reflecting development successes using the of the Akita Shinkansen and Nagano Shinkansen in 1997. Figure 1 Path to Speed Increase km/h 450 JNR JR 425 km/h (STAR21, 1993) Max. test speed 400 345.8 km/h (400 series, 1991) 350 319 km/h 320 km/h (961 series, 1979) 300 km/h (2013) (2011) 300 275 km/h (1990) Max. -
How the Punctuality of the Shinkansen Has Been Achieved
Computers in Railways XII 111 How the punctuality of the Shinkansen has been achieved N. Tomii Chiba Institute of Technology, Japan Abstract The high speed railway line in Japan began operation in 1964. The high speed railway is called the Shinkansen and is known for its safety and reliability. In addition, the Shinkansen is well known for punctuality. As a matter of fact, the average delay of trains is less than one minutes every year. The Shinkansen runs along dedicated lines, which seem to be advantageous in keeping punctuality. However, there are lots of disadvantages as well. For example, although traffic is very dense, resources are not abundant. In some Shinkansen lines, trains go directly through conventional railway lines and the Shinkansen is easily influenced by the disruption of those lines. Punctuality of the Shinkansen is supported by hardware, software and humanware. In this paper, we first introduce a brief history of the Shinkansen and then focus on humanware, which makes the punctuality possible. Keywords: high speed trains, punctuality, rescheduling, Shinkansen. 1 Introduction In 1964, a high speed railway line opened in Japan. The new line connects Tokyo, the capitol, and Osaka, the second largest city located 600 km away. The maximum speed of trains was 210km/h, which was almost twice that of other trains in those days and the travelling time between these two cities was halved to only three hours and ten minutes. The new high-speed line was called the Shinkansen and it had a great impact not only on railways in Japan, but also on railways worldwide. -